French automaker Bugatti built roughly 800 Type 57s from 1934 to 1940, making the model its most popular. Ironically, one variant -- the Type 57 Atlantic Coupe -- is among the rarest and most valuable automobiles in the world. Just four were ever constructed, and three are accounted for today, making chassis 57453 a potential "barn find" that Bugatti estimates could be worth as much as $114 million.
Jean Bugatti was the eldest son of company founder Ettore Bugatti, and by the early 1930s was penning most of the company's body designs. To modernize the boutique automaker, Jean created the Type 57, which would be built in standard and lowered chassis, and would serve as the basis for everything from luxury touring cars to racing cars and show cars, like the stunning 1935 Bugatti Aerolithe concept.
The four Type 57 Aero/Atlantic Coupes, as they looked at delivery.
The Aerolithe Coupe debuted at the 1935 Paris Auto Salon, and featured a body crafted from a magnesium alloy known as Elektron. Typically used in the construction of aircraft, Elektron consisted of 90-percent magnesium and 10-percent aluminum, which made it both light and strong. It also made the material extremely difficult to work with, since it couldn’t be welded. To join panels, Jean specified an external vertical seam, which would be riveted to join left and right body halves. This spine ran the length of the car, and the design was mirrored on front and rear fenders as well.
When the Aerolithe Coupe concept was translated into the limited-production Aero Coupe, the Elektron skin was replaced by aluminum. Despite this, the riveted dorsal spine construction method carried over, becoming one of the car’s most distinctive traits. Two were completed by the fall of 1936, but in December of 1936 Jean received tragic news -- close friend and pioneering aviator Jean Mermoz, the first to fly across the South Atlantic, had perished in a plane crash at sea. From this point forward, the cars were renamed from Aero Coupe to Atlantic Coupe, in honor of Mermoz’s memory and record-setting achievement.
The first Aero (later Atlantic) Coupe built, chassis 57374 was completed in September 1936 and delivered to Victor Rothschild, 3rd Baron Rothschild. As with the other three coupes, the car was constructed on the Type 57S (for “surbaissé,” or lowered) chassis, equipped with cable-activated drum brakes, a semi-independent front suspension, and a live rear axle. Power came from Bugatti’s double overhead-camshaft 3.3-liter inline-eight, which produced 175 horsepower in naturally aspirated form.
Chassis 57374, the "Rothschild Atlantic," in an undated photo.
Rothschild drove the car in this tune until 1939, when it was returned to Molsheim for the addition of a supercharger, raising output to 200 horsepower and top speed to 200 km/h (123 mph). Two years later, Rothschild blew the engine, abandoning the car in a field before selling it to a London mechanic, who rebuilt the engine without the potentially problematic supercharger. After passing through a series of owners (most notably an America doctor, Robert Oliver, who purchased the car in 1945 and exported it to the U.S. in 1946), the car sold at auction in 1971 for a jaw-dropping $59,000, making it (at the time) the most expensive automobile in the world. Today, it’s owned by Peter Mullin and Rob Walton, and is frequently displayed at the Mullin Museum in Oxnard, California.
The first car built as an Atlantic Coupe was chassis 57473, known as the “Holzschuh Atlantic” after the car’s first owner, Jacques Holzschuh. Under his care, the car took the “Grand Prix d’Honneur” at the 1937 Juan-Les-Pins Concours d’Elegance, and was later restyled under the guidance of Guiseppe Figoni. Tragically, both Holzschuh and his wife died during World War II, and in the postwar years the Bugatti Atlantic Coupe had several owners before landing with Bugatti collector René Chatard in 1952.
On August 22, 1955, Chatard and a female companion, Janine Vacheron, were driving the Bugatti on the outskirts of Gien, France, when the car was struck by a train at a grade crossing. Both occupants were killed and the Bugatti destroyed in the accident. In the aftermath, the wreckage was sold to a local scrap dealer. In 1963, a French collector purchased the remains of the car, then spent the next 14 years recreating it, fabricating parts when the originals were damaged beyond repair. The car sold to its current owner in 2006, who commissioned a restoration that returned the car to its appearance during Chatard’s ownership. Displayed at Pebble Beach in 2010, the car resides today in a private Spanish collection.
The final Bugatti Type 57 Atlantic Coupe, chassis 57591, was built for British barrister and tennis star Richard Pope and delivered in May 1938. Though no two models were identical, this example is recognizable by its unique front-end styling and absence of rear fender covers. A year after taking delivery, Pope returned the car to the factory for the fitment of a supercharger, and retained possession until 1967, when the Atlantic Coupe sold to marque expert Barrie Price. The Bugatti passed through a few more collections before landing with Ralph Lauren in 1988, and under his stewardship the coupe was restored to its factory-delivered appearance (the sole exception being black paint, substituted for the original blue). The quality of the work was demonstrated at Pebble Beach in 1990, when the Atlantic Coupe took Best in Show, and again at Villa d’Este in 2013, where the Bugatti again earned top honors.
Which leaves one Atlantic Coupe -- perhaps the most valuable barn find in history -- unaccounted for. Chassis 57453 was the second car completed (officially making it an Aero Coupe), and was delivered to Jean Bugatti in October 1936. Known as “La voiture noire,” or “the black car,” this was the sole coupe built with a supercharged engine at the factory. Used as a model for the company’s brochures and displayed at the 1937 Nice and Lyon Motor Shows, the Aero/Atlantic Coupe was driven personally by Jean Bugatti, but may have been gifted to Robert Benoist, who delivered Bugatti a win at the 1937 24 Hours of Le Mans.
From here, a hazy history gets even more obscure. Officially, Bugatti states that no trace of the car exists after 1938, yet some believe the car was given by Benoist to fellow Bugatti racer William Grover-Williams, who returned the car to Molsheim when he departed France for England in 1939. Some believe the car was shipped from Molsheim to Bordeaux along with several other Bugatti models, possibly under a different chassis number, for safe keeping as war loomed on the horizon.
Two factors make this car difficult to trace. As a factory demonstrator, chassis 57453 never had a registered owner, making its history impossible to track through existing motor vehicle records. The August 1939 death of Jean Bugatti in a testing crash (behind the wheel of a Bugatti Type 57C “Tank”) had a massive impact on the automaker, left nearly rudderless at a time when the company's future hinged on every decision. In light of this, it's easy to understand why factory records of the period are less than precise.
There are only two outcomes: Either chassis 57453 was scrapped or destroyed in the war, or it wasn’t. If the latter is true, it may well reside in a dusty barn somewhere in Europe, awaiting the day when a lucky -- or meticulous -- collector unearths what may be the most valuable automobile in the world.
The legendary Alfa Romeo Giulietta Sprint, otherwise known as “Italy's sweetheart,” is turning 70 years old this year. Official celebrations will take place at the Alfa Romeo Museum in Italy this June.
The debut of the Sprint model at Turin Motor Show on April 21, 1954, immediately struck a chord with the public. Around 2,000 orders were collected within the first few days, which is an impressive number for the era. So much so that the sports car, also the first Alfa Romeo to take a woman's name, acted as a symbol of the economic boom. It was the first Alfa Romeo sports car model to sell over 100,000 examples.
With the Alfa Romeo Giulietta, the Milan-based automaker entered a new competitive arena of high-performance compact coupés. Its lightweight alloy 1290-cc twin-cam four-cylinder engine piloted the sports car to a top speed of approximately 170 km/h (106 mph), a number comparable to higher-end performance cars. The Veloce version of the Sprint won its class at the 1956 Mille Miglia, and earned countless other victories on tracks and roads all over the world.
From 1954 to 1965, Alfa Romeo manufactured 177,690 Giulietta models in total, including the Spider designed by Pinin Farina, the Sprint Speciale, the Giulietta SZ by Zagato, and the Promiscua station wagon.
The Alfa Romeo Museum will be celebrating the 70th anniversary of the Giulietta on Sunday, June 2, beginning with a parade reserved for Giulietta cars at 10:30 a.m. followed by a special educational presentation focusing on the car’s history. In the afternoon, a second parade will include the “new” 1977 Giulietta and its later 2010 version.
In addition to the festivities, Alfa Romeo created a bespoke logo to celebrate its 70th anniversary, designed by the Centro Stile to support the various events clubs and enthusiasts have organized all over the world.
The Italian Alfa Romeo Registry will also hold its third edition of RealAlfa, the restoration and conservation competition dedicated to Maurizio Tabucchi. One of the ten categories in the race is reserved for the Giulietta sedan and TI. Between the events throughout the day, guests can view the “Giulietta, Fidanzata d’Italia” exhibit inside the museum, a gallery that retraces the milestones and differing versions of one of the most iconic cars of its era.
That same Sunday also marks the end of the “70th Anniversary Tour” arranged by the Registro Italiano Alfa Romeo. Approximately 70 Giuliettas from the tour will be a part of the early morning parade on the Alfa Romeo Museum’s track.
For more information or to purchase tickets for the festivities on June 2nd, visit the Alfa Romeo Museum's website.
Lingenfelter Performance Engineering, known for its engineering excellence on late-model GM platforms, recently mastered the art of supercharging the 2024 Chevrolet Corvette E-Ray. The supercharged supercar, built in collaboration with Paragon Performance, fully integrates the C8 Corvette’s supercharged LT2 with the E-Ray’s electric front drive system.
The project began when Paragon Performance, an Official Lingenfelter Authorized Installer, called about a customer who had a goal to own the first E-Ray equipped with a Magnuson supercharger. Being the first to achieve such a feat come with many potential unknown hurdles, but teamwork made the dream work. The 2024 Chevrolet Corvette E-Ray #36 is now a lean, mean, supercharged machine.
“Being the first is always risky,” said Mark Rapson COO/VP Operations for Lingenfelter. “Few had even seen an E-Ray and very little was known about how the EV and ICE systems interface, so making modifications and keeping all systems functioning correctly was unchartered territory. Being the first meant setting expectations and outlining objectives, in the end, we were all clear, the E-Ray is a world-class car and all EV systems would need to remain functional and operating as they did pre-modification.”
Rapson went on to explain that “the key to modifying and properly integrating power adders into today’s vehicles is electronics. And the E-Ray takes that to a new level. We work exclusively with TRIFECTA on the new Corvettes and all Global B vehicles.
Before the build began, the Corvette E-Ray was picked up from the dealership by Korey Payne of Paragon Performance. After it was driven gingerly for the 500-mile break-in period, the E-Ray was tested on the dyno for a baseline where it achieved a combined all-wheel-drive number of 573-horsepower to the wheels and 630 pound-foot of torque. From there, the E-Ray was driven to Lingenfelter’s shop in Wixom, Michigan for the modifications.
First, Lingenfelter removed the engine and swapped in a set of forged Lingenfelter by MAHLE C8 Corvette high performance drop-in pistons and installed a Lingenfelter C8 valve spring and pushrod upgrade. With the engine reinstalled, Lingenfelter topped it off with the Magnuson TVS2650 Stage 1 C8 Supercharger Package.
Lingenfelter notes that modifications to the heat exchanger system were required before returning the cradle to the car; “Normally the center tunnel area houses the reservoir tank for the system, however, in the E-Ray the battery for the EV system takes up the entire tunnel area, so a custom tank was fabricated.”
In regard to the electronics, the computer, which was unlocked by TRIFECTA, underwent a systems check to validate all the connections and integration with the EV system. “The E-Ray uses a version of E99 ECU however carries additional channels of communication for the functionality of the EV regeneration, Stealth to ICE start-up, and shuttle mode. It took TRIFECTA and our calibration team many hours to write the calibration code to properly integrate the new supercharged system into the E-Ray,” Rapson said.
The result is a spectacular driving experience with “all functions of the car working as it left the factory,” except the now supercharged, ultrafast E-Ray makes 734 horsepower and 792 foot-pounds of torque. The team plans to test the supercar on track for official performance numbers, but until then, Lingenfelter states the supercharged E-Ray ran 0-60 runs posting 2.0 with the onboard performance system.
Supercharged E-Ray dyno chart
Watch the video below to see the supercharged E-Ray Corvette build in action:
World's First Supercharged E-Ray! 730+ WHP #Lingenfelter Supercharged Hybrid AWD C8 Corvette!youtu.be